【作者】 张伟杰；

【导师】 王自力；

【作者基本信息】 西南交通大学 ， 车辆工程， 2013， 硕士

【摘要】 随着城市建设的不断发展,城市一体化加速推进,需要地铁车辆有更高的运行速度和更好的曲线通过能力。而随着车辆运行速度的提高和曲线半径的变小,轮轨动作用力会增大,这会直接影响到地铁车辆的运行安全性、舒适性和经济性。而在地铁动车中,牵引电机采用架悬的悬挂方式,减小一系簧下质量,可降低轮轨动作用力,改善车辆的曲线通过性能。故研究牵引电机在地铁动车中,采用架悬方式的可行性是非常有必要的。论文应用SIMPACK软件,参照现有地铁结构参数,分别建立了牵引电机轴悬和架悬两个动力学仿真模型,并对各项动力学性能进行了计算,把两个模型各项动力学性能的计算结果进行了对比分析。采用电机架悬的地铁车辆,动力学性能要优于采用电机轴悬的地铁车辆,特别是在轮轨动作用力的指标上,优势明显。论文对电机架悬车辆的一、二系悬挂参数进行了计算和分析,给出了这些参数的建议取值。论文计算分析了抗侧滚扭杆对车辆动力学性能的影响。加装抗侧滚扭杆后,随着抗侧滚扭杆刚度的增加,在车辆的抗倾覆性能得到改善的同时却对车辆运行的平稳性带来了更大的不利影响,而本文研究的地铁车辆采用电机架悬的悬挂方式后,即使不装抗侧滚扭杆,各项动力学性能依然良好,建议可以不装抗侧滚扭杆以简化转向架结构、降低转向架重量和维修成本。论文还探讨了现有鼓形齿联轴器在电机架悬地铁车辆上的适用性。由于本文研究的电机架悬地铁车辆目标是提高运行速度和改善小半径曲线的通过性能。通过小曲线半径时,架悬在转向架上的电机与轮对之间会产生较大的相对位移。通过计算车辆以不同的速度在曲线上运行时,联轴器的横向和垂向相对位移。发现车辆在设计的速度和曲线半径范围内运行时,其最大值均在现有鼓形齿联轴器的允许运动范围内。满足使用需求,无需另行设计改进。更多还原

【Abstract】 With the continuous development of the city, city scale expands unceasingly; accelerating the integration of urban and rural areas, as well as the design of the metro line, need of metro vehicle has higher speed and better curve passing ability. And with the increase of vehicle speed and curve radius is smaller, the force between the wheel and rail increases, the force between the wheel and rail directly affect the metro vehicle running safety, comfort and economy. So in the metro, traction motor adopts suspension mode, reducing the unsprung mass, can reduce the wheel-rail action force, and improve vehicle curve negotiation performance. So the research on the feasibility of using suspension traction motor in subway train in is very necessary.In this paper, using SIMPACK software, based on the existing subway structure parameters were established for traction motor axle suspension and traction motor frame suspension two dynamics simulation model, and the dynamic properties were calculated, the calculated two models the dynamics performance results were compared and analyzed. The study found the metro vehicle suspension motor on frame, dynamic performance on the whole is better than that of the metro vehicle motor axle suspension, especially in the wheel-rail action force index, wheel-rail action force decreased significantly; but in the individual vertical dynamic index slightly worse than the metro vehicle suspension of motor shaft. Motor frame suspension vehicle differential force index to a shaft of a motor vehicle with vertical suspension stability, motor vertical acceleration and the rate of wheel load reduction, the effects of suspension parameters of these dynamics performance (vertical stiffness of primary suspension, vertical damping of primary suspension, vertical stiffness of secondary suspension, vertical damping of secondary suspension) were calculated and analyzed, and give the suggestion value of suspension parameters.It shows that with the anti-roll bar stiffness increases, the vehicle overturning resistance performance is improved while the riding comfort of vehicle brings more negative. While the metro vehicles with motor frame suspension mode, even if not device anti-roll bar, the dynamic performance is still good, suggestions cannot install anti-roll bar to simplify the bogie structure, reduce the bogie quality and repair costs.Motor suspension of metro vehicle target is to improve the operation speed and the performance negociation small radius curve. But when the subway vehicle speed to run at a higher and a smaller radius of curve, suspension on steering between the motor and the wheel frame will have a relatively larger displacement. Through the calculation of the vehicle at different speeds on curves running coupling horizontal and vertical displacement of metro vehicle, analysis the existing drum tooth coupling is suitable for this study. Through the study, the vehicle in the range of speed and radius of curve design through the curve, horizontal, vertical coupling to the displacement of the maximum value in the existing drum tooth coupling allows the range of motion. Therefore, the existing drum tooth coupling can be applied to the motor suspension of metro vehicle, without further design improvement.更多还原